Automated gain and boost for a brake controller

ABSTRACT

The present disclosure includes a system, method, and device related to controlling brakes of a towed vehicle. A brake controller system includes a brake controller that controls the brakes of a towed vehicle based on acceleration. The brake controller is in communication with a speed sensor. The speed sensor determines the speed of a towing vehicle or a towed vehicle. The brake controller automatically sets a gain or boost based on the speed and acceleration.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation application of U.S. patentapplication Ser. No. 16/517,852, entitled “AUTOMATED GAIN AND BOOST FORA BRAKE CONTROLLER,” filed on Jul. 22, 2019, which is a continuation ofU.S. patent application Ser. No. 15/834,712, entitled “AUTOMATED GAINAND BOOST FOR A BRAKE CONTROLLER,” filed on Dec. 7, 2017, which claimspriority to U.S. Provisional Patent Application No. 62/431,065 entitled“AUTOMATED GAIN AND BOOST FOR A BRAKE CONTROLLER,” filed on Dec. 7,2016, which are incorporated herein by reference in their entirety.

TECHNICAL FIELD

This disclosure relates to a brake controller device, system and methodfor controlling brakes of a trailer with a brake controller device. Morespecifically, a brake controller device with automated gain and boostadjustments is described herein.

BACKGROUND

A variety of brake controllers may be employed to control the brakes ofa towed vehicle. Typically, the brake controller may actuate the towedvehicle's brakes in response to braking by the towing vehicle. Thesebrake controllers may often include accelerometers and microprocessorswhich may measure and/or take into account a variety of conditions(e.g., braking signal, acceleration, etc.), whereby the brake controllermay apply the towed vehicle's brakes in such a manner that assists instopping the towing vehicle and towed vehicle, and may also reduce thelikelihood of an unsafe driving condition.

The brake controller is often mounted to the towing vehicle. Typically,the brake controller may be hard-wired to the towing vehicle, such asbeing mounted in the cab or passenger compartment of the towing vehicle.The brake controller may communicate with the brake system of the towedvehicle by means of a wiring system that may provide communicationbetween the towing vehicle's brake system and the towed vehicle's brakesystem.

In some instances, the brake controller may be programmed by a user totake into account variables, such as vehicle weight, road conditions,and other parameters that may potentially affect braking effectiveness.These brake controllers may also have gain and boost settings. The gainand boost may be manually set by a user interacting with the brakecontroller. These manual processes of setting the gain and boost may beinefficient and time consuming. Further, some users may incorrectly setgain and boost settings. Likewise, users may not adjust gain and boostsettings when appropriate.

Therefore, there is a need in the art for a more efficient brakecontroller. The brake controller may automatically set a gain. There isalso a need for a brake controller that may automatically set a boost.

SUMMARY

The present disclosure includes a system, method, and devices related todata collection and communication of the performance of various vehicleaccessories and systems. These accessories and systems are described indetail below, and any combination of elements and/or methods arecontemplated as aspects and embodiments of the overall invention.

A brake controller system is described herein. The brake controllersystem includes a brake controller device that controls brakes of atowed vehicle. The brake controller device is in communication with asensor device. The sensor device determines operating parameters of thebrake controller system. In addition, the brake controller deviceautomatically determines a gain, a transfer function, or a boostsetting.

A method for automatically determining a gain, a transfer function, or aboost setting is described herein. The method includes determining anacceleration of a towed vehicle or towing vehicle. The method determinesthe speed of the towed vehicle or towing vehicle. And the methodincludes determining a gain, a transfer function, or a boost settingbased on the acceleration and the speed of the towed vehicle or towingvehicle.

The foregoing embodiments are merely exemplary of some of the aspects ofthe system. Additional features and elements may be contemplated anddescribed herein. Also, features from one of the foregoing embodimentsmay be combined with features from any of the other foregoingembodiments.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a functional schematic diagram of a brake controller system ofthe present disclosure;

FIG. 2 is a schematic side view of an embodiment of a brake controllersystem with a towing and towed vehicle in accordance with the presentdisclosure;

FIG. 3 is a user equipment device and interface that may be used with abrake controller system in accordance with the present disclosure;

FIG. 4 is a schematic view of an embodiment of the data collection andcommunication system of the present disclosure;

FIG. 5 is a method of automatically determining a gain setting, a boostsetting, or a transfer function in accordance with the presentdisclosure; and

FIG. 6 is another method of automatically determining a gain setting, aboost setting, or a transfer function in accordance with the presentdisclosure.

DETAILED DESCRIPTION

Reference will now be made in detail to exemplary embodiments of thepresent invention, examples of which are illustrated in the accompanyingdrawings. It is to be understood that other embodiments may be utilizedand structural and functional changes may be made without departing fromthe respective scope of the invention. Moreover, features of the variousembodiments may be combined or altered without departing from the scopeof the invention. As such, the following description is presented by wayof illustration only and should not limit in any way the variousalternatives and modifications that may be made to the illustratedembodiments and still be within the spirit and scope of the invention.

As used herein, the words “example” and “exemplary” mean an instance, orillustration. The words “example” or “exemplary” do not indicate a keyor preferred aspect or embodiment. The word “or” is intended to beinclusive rather than exclusive, unless context suggests otherwise. Asan example, the phrase “A employs B or C,” includes any inclusivepermutation (e.g., A employs B; A employs C; or A employs both B and C).As another matter, the articles “a” and “an” are generally intended tomean “one or more” unless context suggests otherwise.

“Logic” refers to any information and/or data that may be applied todirect the operation of a processor. Logic may be formed frominstruction signals stored in a memory (e.g., a non-transitory memory).Software is one example of logic. In another aspect, logic may includehardware, alone or in combination with software. For instance, logic mayinclude digital and/or analog hardware circuits, such as hardwarecircuits comprising logical gates (e.g., AND, OR, XOR, NAND, NOR, andother logical operations). Furthermore, logic may be programmed and/orinclude aspects of various devices and is not limited to a singledevice. Furthermore, the terms “user,” “customer,” “consumer,” and thelike are employed interchangeably throughout the subject specification,unless context suggests otherwise or warrants a particular distinctionamong the terms. It is noted that such terms may refer to human entitiesor automated components supported through artificial intelligence (e.g.,a capacity to make inference). As such, embodiments may describe a useraction that may not require human action.

“User equipment,” “device,” “user equipment device,” “client,” and thelike are utilized interchangeably in the subject application, unlesscontext warrants particular distinction(s) among the terms. By way ofexample, user equipment may comprise an electronic device capable ofwirelessly sending and receiving data. A user equipment device may havea processor, a memory, a transceiver, an input, and an output. Examplesof such devices include cellular telephones (e.g., smart phones),personal digital assistants (PDAs), portable computers, tablet computers(tablets), hand held gaming counsels, wearables (e.g., smart watches),global positioning system (GPS) devices, and the like.

As used herein, a towing vehicle may include various types ofautomobiles (e.g., car, truck, recreational vehicle (“RV”), etc.). Atowed vehicle may include trailers (e.g., agricultural trails, boattrailers, etc.), an automobile, or the like. It is noted that variouscombinations of towed vehicles and towing vehicles may utilize some orall aspects of this disclosure.

Disclosed embodiments may refer to a brake controller, brake controllerdevice, or the like. Such terms are used interchangeably to describeelectronic devices that control the brakes of a trailer or towedvehicle. For instance, a brake controller may comprise a unit that ismounted in or on a towing vehicle. The towing vehicle is attached to atowed vehicle (e.g., via a hitch or the like). The towing vehicle maypull, push, or otherwise tow the towed vehicle. The brake controllersystem may monitor acceleration and application of a brake pedal tocontrol the brakes of the towed vehicle to operatively apply (e.g.,engage, release, etc.) the towed vehicle brakes. Moreover, whileembodiments may refer to a brake controller system comprising variouscomponents, such components may be a single device or multiple devicesin communication with each other. For example, a brake controller mayinclude a display, a processing unit, and an accelerometer. Thesecomponents may be comprised within a single housing or in multiplehousings. The components may include wiring, circuitry, or the like. Inat least one embodiment, a brake controller may be mounted in or on atowing or towed vehicle. Other components may include anti-sway devices,converters, trailer breakaway systems, tire pressure monitoring systemsfor trailers, vehicle speed monitoring systems, user equipment devices,internet or network connected devices, external cameras, and the like.

Disclosed embodiments may include user interfaces. As used herein, auser interface may include devices that receive input from a user andtransmits the input to electronic circuitry, such as a microprocessor,or outputs information from electronic circuitry to a user. Such userinterfaces may include buttons, switches, knobs, touch screens (e.g.,capacitive touch screens), microphones, image capturing devices, motionsensors, pressure sensors, a display screen, a speaker, a light (e.g.,LED, bulb, etc.), or the like. For brevity, examples may be describedwith reference to a user interface in general rather than any particulartype of user interface. It is noted that brake controllers may includemultiple user interfaces of various types.

Networks or communication networks may include wired or wireless dataconnections to a network (e.g., Ethernet, Wi-Fi, cellular network, localarea connections, etc.). Embodiments, for example, may utilize variousradio access network (RAN), e.g., Wi-Fi, Wi-Fi direct, global system formobile communications, universal mobile telecommunications systems,worldwide interoperability for microwave access, enhanced general packetradio service, third generation partnership project long term evolution(3G LTE), fourth generation long term evolution (4G LTE), thirdgeneration partnership project 2, BLUETOOTH®, ultra mobile broadband,high speed packet access, x^(th) generation long term evolution, oranother IEEE 802.XX technology. BLUETOOTH (in any of its variousiterations), various wireless technologies for exchanging data overshort distances (e.g., ZigBee, RuBee, DASH7, etc.), and other protocolsand personal area networks may be utilized. Wireless communication mayalso include, in whole or in part, communications transmitted over moretraditional local area networks (including such networks provided by thevehicle and/or trailer/towed product) or cellular data networks, so asto incorporate aspects of cloud-based computing systems, informationavailable via world wide web and other internet connectivity, and thelike. As such, any indication of “wireless,” “Wi-Fi,” or other similarterminology should be read expansively (at least within the context itis used) throughout this disclosure. Moreover, embodiments may use oneor more different communications protocols or devices (whether wired orwireless) to communicate between the various components of the system.

In some traditional brake controllers, users may manually set the gainof the brake controller. Users, such as installers, often set the gainafter initially mounting or installing a brake controller. The gainadjusts (e.g., increases, decreases, etc.) the power applied to thetrailer's brakes during a braking event by the brake controller. Amanual process of adjusting the gain may include the following stepsperformed by one or more users:

1. Connecting the towed vehicle to a towing vehicle.

2. With engine running, set the gain to a known level via a userinterface (e.g., half power, three-quarters power, etc.).

3. Driving the towing vehicle and towed vehicle on a dry level pavedsurface at a given speed (e.g., 25 mph) and then press a user interfacethat manually overrides braking of the brake controller to cause thebrake controller to apply trailer brakes at a maximum level of brakingor pressing the brake pedal. If a user observed the trailer brakeslocking up, the user would decrease the gain until the brakes were nolonger locked. If braking did not initially lock up the trailer brakes,the user would increase the gain until the brakes locked, then decreasethe gain until they did not lock. The user would then use this gainsetting (e.g., the setting just below brake locking). The user mayrepeat this process to adjust the gain. However, in practice the usermay not adjust the gain after an initial setup even if the towingparameters change that would necessitate making adjustments again.Further, the user may “eye-ball” or randomly select a gain. This mayresult in inefficient gain.

Furthermore, users manually set boost settings in some traditional brakecontrollers. The “boost” setting may adjust the sensitivity of anaccelerometer. A boost may set an initial output from a brake controllerto the trailer brakes. For example, a brake controller may include anumber of boost settings of levels (e.g., which may be set with a userinterface). For simplicity, an exemplary brake controller may includethree boost levels called B1, B2, and B3. With the boost off, during abraking event, the power to the brakes starts out at zero and increasesduring a braking event. With the boost on level 1, B1, during a brakingevent, the power automatically starts out at a first level (e.g., 13%)of the power setting and increases with deceleration. With the boost onlevel 2, B2, or with the boost on level 3, B3, during a braking event,the power automatically starts out at a second level (e.g., 25%) orthird level (e.g., 30%), respectively. A user would manually select theboost based on conditions, such as whether the weight or load of thetowed vehicle (e.g., whether a trailer is empty, carrying objects,etc.), a user's preference, brake performance, or the like. To adjustthe boost setting, the user may interact with the brake controller via auser interface. Similar to the gain, in practice the user may not adjustthe boost after an initial setup even if the towing parameters changethat would necessitate making adjustments again. Further, the user may“eye-ball” or randomly select a boost. This may result in inefficientboost.

Braking intent is an unknown factor in traditional aftermarket brakecontrollers. Thus, brake controllers may use a transfer function forgain or boost adjustments. This transfer function may be determined by aratio of deceleration (e.g., which may be sensed or determined by anaccelerometer) and characteristics of the output signal sent to trailerbrakes (e.g., change in power applied to brakes, change incurrent/voltage applied to brakes, etc.). The transfer function may thenbe utilized to determine values of the signal sent to the trailer brakesby a brake controller. However, this transfer function does not considerbraking intent. For instance, brakes are more efficient when a towedvehicle or towing vehicle is traveling at low speeds. Without knowingthe speed, brake controls may apply too much or too little power to thebrakes. As a result, the brakes of the towed vehicle may lock up at lowspeeds. Systems and methods to measure the speed and adjust the outputaccording to the speed are described herein.

Embodiments described herein may determine a transfer function based onbraking intent and the signal sent to the trailer brakes by a brakecontroller. Braking intent may be determined or inferred based on one ormore operating parameters or conditions. Operating parameters mayinclude conditions associated with the towed vehicle, towing vehicle,and/or environment. In at least one example, the operating conditionsmay include conditions of the towing vehicle brake system, towed/towingvehicle speed, the towing vehicle weight, the towed vehicle weight, thetowed vehicle brake condition, road conditions (e.g., gravel, paved,weight, dry, etc.), weather conditions (e.g., precipitation,temperature, wind, etc.), or the like. In an aspect, embodiments mayprovide for a brake controller system that may automatically (e.g.,without user interaction) adjust the boost or gain settings of a brakecontroller. For instance, a brake controller may determine a gain orboost level to utilize based on one or more operating parameters orconditions. In some embodiments, the brake controller may utilizehistorical operating parameters or conditions. For example, the brakecontroller may store information when a user stops the vehicle's motionor turns the car off. The brake controller may recall this informationwhen the user starts the car up again or begins to travel. It is notedthat described brake controllers may automatically adjust the gain andnot the boost, boost and not the gain, or both the gain and the boost.

In an embodiment a system may comprise at least one sensor operativelydetermining a parameter associated with a braking event; and a brakecontroller comprising an accelerometer and a processor, the processor inoperative communication with the at least one sensor and configured toreceive data from the at least one sensor, and wherein the processordetermines at least one of a gain level or a boost level based on thedata received from the at least one sensor. The at least one sensor maybe operatively disposed proximal to at least one of an axel or a wheelof a vehicle or a trailer and operatively measures a change in thevehicle speed or the trailer speed. The at least one sensor maycomprises a speed sensor. The speed sensor may be an accelerometer. Thespeed sensor may be operatively coupled to a lug nut of the vehicle orthe trailer. The processor may initiate a calibration process todetermine at least one of the gain level or the boost level based on anoccurrence of a triggering event. The triggering event may comprise atleast one of a passage of time, button press, weather condition, sensedspeed, or rake peddle depression. The processor may determine theweather condition based on at least one of activation or deactivation ofwindshield wipers, or input from a user device. The at least one sensormay comprise a sensor disposed generally proximal to a brake peddle of avehicle to measure forces applied to the brake peddle. The processor mayoperatively override the determined gain level or boost level inresponse to receiving a user request to override the determined gainlevel or boost level.

In another aspect a brake controller may comprise a hardware processorand a memory storing computer executable instructions; a wirelesscommunication device coupled to the hardware processor and in operativecommunication with a speed sensor; wherein the processor conducts acalibration process to automatically determine at least one of a gainsetting, boost setting, or transfer function as a function ofinformation received from the speed sensor. The hardware processordetermines whether a brake peddle of a towed vehicle is not depressedand initiates the calibration process when the brake peddle is notdepressed. In another aspect, the hardware processor determines whetherthe brake peddle of a towed vehicle is not depressed and initiates thecalibration process in response to determining that the brake peddle isdepressed. The hardware processor ramps an output from the hardwareprocessor to brakes of a trailer in response to initiating thecalibration process. The hardware processor monitors for a wheel lock-upbased on an input received from the speed sensor as the output isramped. The hardware processor terminates the ramping in response todetecting the wheel lock-up, reduces the output until the wheel lock-upterminates, and sets a gain value based on a value of the output at thetime when the wheel lock-up terminates.

A method for automatically determining a gain setting for a brakecontroller is described. The method comprises monitoring, by the brakecontroller, for a triggering event and initiating a calibration of thegain setting in response to the triggering event; ramping output of thebrake controller to brakes of a trailer; receiving input from a sensoroperatively attached to at least one of a wheel or an axel of thetrailer; determining whether the wheels of the trailer are locked basedon the input received from the sensor; terminating, in response todetermining that the wheels of the trailer are locked, the ramping ofthe output of the brake controller to the brakes of the trailer;reducing the output of the brake controller to the brakes of the trailerto a value until the wheels are no longer locked; and determining thegain setting based on the value. The method may further comprisedetermining whether a speed of the trailer is within a predeterminedrange of speeds; allowing initiation of the calibration process when thespeed is determined to be within the predetermined range; and at leastone of disabling or notifying a user that the speed is determined to benot within the predetermined range. In another aspect, the method maycomprise determining the gain setting is further based on at least oneof a weather condition, road grade, or trailer load. Moreover, themethod may comprise generating a suggested modification of a setting ofa brake controller based a history of calibrations.

Turning now to FIG. 1 , there is a functional block diagram of a brakecontroller system 100 for controlling trailer brakes of a towed vehiclein accordance with various disclosed embodiments. As described herein,the brake controller system 100 may be a proportional or inertia basedsystem for a towing and towed vehicle system.

Brake controller system 100 may primarily include a processor 104, amemory 106, an accelerometer 108, a communication component 110, anduser interface(s). It is noted that memory 102 may store computerexecutable instructions which may be executed by processor 104. In anaspect, instructions may include control instructions that control orinstruct the various components described herein. Furthermore, whileembodiments may reference user actions, it is noted that users (e.g.,humans, etc.) may not be required to perform such actions. Exemplary,non-limiting brake controller units are disclosed in U.S. Pat. Nos.6,012,780; 6,068,352; 6,282,480; 6,445,993; 6,615,125; 8,746,812;8,789,896; and 9,150,201.

The accelerometer 108 may comprise an inertia sensor, such as a singleor multi-axis accelerometer (e.g., two-axis, three-axis, etc.),gyroscope, or the like. It is noted that various types of accelerometersmay be utilized. While described as a single accelerometer, theaccelerometer 108 may comprise multiple accelerometers that may beutilized to measure forces. The accelerometer 108 may comprise circuitryor mechanical components that are responsive to changes in forces, suchas changes in acceleration. The accelerometer 108 may be communicated toother components of the brake controller 102 such as the processor 104.For example, the brake controller 102 may be mounted in a cab of atowing vehicle. When the towing vehicle changes its speed and/or travelson a different road grade, the accelerometer 108 may generate an outputthat represents different values. This output may be received by theprocessor 104. The output may comprise an electric signal that variesbased on the magnitude of acceleration.

User interface(s) 112 may comprise input or output devices as describedherein. For example, the user interface(s) 112 may include push buttons,display screen, audio input or output devices, and the like. The userinterfaces(s) 112 may be coupled to the processor 104 to communicateinformation to or from a user. For example, the user interface(s) 112may include a display that is controlled by the processor 104 togenerate output 122 in the form of graphical information. In anotherinstance, the user interface(s) 112 may include push buttons thatreceive input 120 from a user and transmit the input 120 to theprocessor 104 (e.g., manual brake application, sensitivity adjustments,etc.).

Communication component 110 may comprise one or more communicationdevices that may receive input 120 and transmit output 122. Thecommunication component 110 may comprise hardware, software, and/or acombination of hardware and software. According to embodiments, thecommunication component 110 may comprise electrical circuitry thatfacilitates wired or wireless communication. For example, thecommunication component 110 may comprise a BLUETOOTH®transmitter/receiver. In another example, the communication component110 may comprise a wire jack, such as an Ethernet connector, USB port,or the like. It is noted that the communication component 110 mayinclude a device that may be disposed within a housing of the brakecontroller 102 or may be an external device connected to the brakecontroller 102.

As described in this disclosure, the processor 104 may automaticallydetermine a gain or boost setting based on braking intent. In at leastone embodiment, the processor 104 may determine the speed or rate oftravel of at least one of the towing or towed vehicle. Examples mayrefer to speed of either the towing vehicle or towed vehicle forsimplicity of explanation. However, it is noted that described examplesmay utilize various speeds such as the speed of the towed vehicle,towing vehicle, or both the speed of the towed and towing vehicle. Thespeed may be measured by the brake controller 102 or may be received bycommunication component 110 as input 120.

In a first exemplary calibration, the gain and boost may beautomatically determined based on comparison of a braking event with atrailer connected and a braking event without a trailer connected. Forinstance, when the trailer is not connected, braking intent vs.deceleration (x) at a speed will be measured. In an example, a user willdrive the vehicle at a given speed or range of speeds (e.g., 35 mph,25-45 mph, etc.). The user then applies the brake peddle to cause thevehicle to decelerate. The deceleration may be measured by anaccelerometer 108. The braking intent may be measured via a sensoroperatively sensing aspects of the brake peddle, such as a transducer,accelerometer or other sensor coupled to the brake peddle or a floorboard of the vehicle. As such, braking intent may include measuring therate or force at which a user presses the brake peddle. The ‘x’ variablemay be a function of the braking intent and the deceleration. The ‘x’value may be stored in memory 106. For instance, the brake controllersystem 100 may determine a connectivity state of the brake controllersystem 100 relative a trailer. If the connectivity state is “notconnected” with the brakes of the trailer, the brake controller system100 may measure the ‘x’ value. As described herein, the braking intentvs. deceleration may be measured as a function of a change in speed overtime and braking power (e.g., voltage, current, etc.) determined by thebrake control system 100 for the trailer brakes.

When the trailer is connected, braking intent vs. deceleration (y) at aspeed will be measured. In an aspect, the speed may be the same orwithin a similar range as when determining the ‘x’ variable. The ‘y’value may be stored in memory 106. As described herein, the brakecontroller system 100 may determine the connectivity state and maymeasure the ‘y’ value when the connectivity state is “connected” withbrakes of a trailer. It is noted that in some embodiments, a user maymanually provide input regarding the connectivity state via userinterface(s) 112. In an aspect, the change in speed reduction betweenthe not connected and the connected braking events may generallyindicate the weight of the towed vehicle.

The variables ‘x’ and ‘y’ may be used to determine gain, transfer curveand boost. It is noted that the ‘x’ value may be stored and utilized forcomparison with different trailers or loads. The processor 104 mayreview the intent vs. deceleration periodically to assess change inoperating parameters and the processor 104 may determine updated gain,transfer curve or boost settings.

As noted, the brake controller system 100 may determine the gain,transfer curve or boost settings based on other operating parameters.Such parameters may be determined from input 120 received from one ormore sensors. This input 120 may include, for example, conditions of thetowing vehicle brake system, towed/towing vehicle speed, the towingvehicle weight, the towed vehicle weight, the towed vehicle brakecondition, road conditions (e.g., gravel, paved, weight, dry, etc.),weather conditions (e.g., precipitation, temperature, wind, etc.), orthe like. The processor 104 may receive the operating parameters and maydetermine the gain, transfer curve or boost settings based on a storedprocess, a lookup table, or the like.

It is noted that the first exemplary calibration may be performed by auser during a controlled process where the user actively executescertain actions or steps. In some embodiments, the calibration processmay occur automatically where the ‘x’ value is obtained when a traileris not connected, the vehicle is traveling at a given speed and abraking event occurs. The ‘y’ value may be similarly obtained when thetrailer is connected, the vehicle is traveling at a given speed and abraking event occurs.

In some embodiments, the gain and boost may be automatically determinedvia a calibration process that utilizes a speed sensor to measurechanges in rotation of a vehicle wheel or speed of the vehicle wheelduring a single braking event rather than comparing a first brakingevent without a trailer connected to a second braking event when thetrailer is connected.

For instance, a sensor (e.g., an accelerometer or the like) may bedisposed proximal a vehicle axle or wheel, such as in a hub cub, a lugnut, or the like. The sensor may operatively measure rotation of thewheel. The calibration may occur during a braking event (e.g., when theuser applies the brake peddle) or a non-braking event (e.g., at a timeother than when the user applies the brake peddle) as described in moredetail below.

It is noted that the calibration process may be initiated based on atriggering event. Triggering events may include, for example, receivinguser input received via the user interface(s) 112 to instruct the brakecontroller 102 to begin a calibration (e.g., the user pushes a button),passage of time (e.g., periodically, hourly, daily, etc.), weatherconditions (e.g., which may be received via a smart phone, vehiclecontrol panel, GPS device, activation of windshield wipers, etc.), speedof the vehicle (e.g., speed within a range or at a certain value),changes in inclination of a roadway, starting or stopping the vehicle,location information, or the like.

During the calibration, the vehicle is in motion. The brake controller102, via the processor 104, may generate output 122 to the trailerbrakes. The processor 104 may generate a gradually increasing or rampingoutput that may initially start at a low value (e.g., low voltage,current, duty cycle, etc.). This may induce a relatively small amount ofbraking or no braking in the trailer brakes. The processor 104 mayincrease the brake output (e.g., such as in incremental steps inamplitude, voltage, or the like) and may monitor or measure the wheelspeed received as input 120. In an aspect, the processor 104 mayincrease the braking output in steps (e.g., 1 volt, 1.5 volts, etc.).While increasing the brake output, the processor 104 may operativelycommunicate with a speed sensor, such as a wheel speed sensor describedherein. If the wheel speed plateaus or comes to zero, this may indicatethat the current brake output has induced the wheels to lockup.

The processor 104 may use the detected wheel lockup to automatically setthe gain value. For instance, the processor 104 may set the gain basedon the last known brake output that did not induce wheel lock up. Inanother aspect, the processor 104 may detect the brake lockup anddecrease the brake output until the wheel is no longer locked. Theprocessor 104 may determine that the wheel is no longer locked byanalyzing input from the speed sensor. For example, if the speed sensorindicates a change in speed then the processor 104 may determine thatthe wheel is spinning and no longer locked. The decrease in brake outputmay follow a gradual stepped reduction in output. The processor 104 maythen determine the gain based on the level of brake output where thewheels are no longer locked. In some embodiments, the processor 104 mayutilize the gain value applied when the brakes are no longer locked.

In at least one example, the brake controller 102 may perform thecalibration process during a braking event without requiring the userproviding any input to initiate the calibration process. For example, ifthe user is traveling at a given speed, the brake controller 102 detectsactivation of the vehicle brakes (e.g., such as through a sensor coupledto the brake peddle or sensing activation of brake lights of thevehicle), and a triggering event occurs (as described herein), then thebrake controller 102 may initiate the calibration process. Thecalibration process increases the brake output until lock-up isdetected, then stops ramping the output and backs off the gain until thebrake controller 102 detects that the lock-up condition is removed.

In another example, the brake controller 102 may perform the calibrationprocess during a non-braking period at the request of a user or based onanother triggering event. In an aspect, the user may be driving at agiven speed with the trailer connected to the towing vehicle. During anon-braking period, the brake controller 102 initiates the calibration.The calibration process may be similar to what is described above wherethe processor 104 ramps the brake output and monitors for wheel lock-up.When the processor 104 detects the lock-up, the processor 104 may backoff the current gain value until the wheels are no longer locked. Theprocessor 104 may then select the gain value corresponding to the wheelsbecoming not locked as the gain value. It is noted that the user mayfeel a slight pull or tug as the processor 104 applies the brakes or asthe wheel locks when the calibration process is executed during anon-braking event. When executing the calibration process during thebraking event, the pull or tug may be less noticeable or not detected bya user.

The speed at which the vehicle is traveling may affect the calibrationprocess. For instance, if the vehicle is traveling at too low or toohigh of speeds during calibration then the calibration may not be ideal.In another aspect, the calibration may be more noticeable at higher orlower speeds. As such, the brake controller 102 may initiate calibrationat certain speeds and may not calibrate the gain or boost at otherspeeds. For example, the brake controller 102 may initiate calibrationwhen a speed sensor(s) measures the speed of the vehicle at 35 mph,between 25-45 mph, or the like. It is noted that the speed or range ofspeeds may vary depending on the type of vehicle, weight of a trailer,weather conditions or other operating parameters.

Some embodiments may prevent a user from initiating calibration whenspeeds are not within a desired range. For instance, a user may provideinput to instruct the brake controller 102 to initiate a calibrationprocess. The processor 104 may determine the speed of the vehicle (suchas via a speed sensor) and may determine whether or not to execute thecalibration process based on the speed. If the speed is too high or toolow, the processor 104 may instruct the interface(s) 112 to provide anerror message to the user, notify the user, or the like. It is notedthat the user may override the error message in some embodiments.Moreover, the processor 104 may provide error messages at other times.For instance, the processor 104 may provide an error message if the userattempts to initiate calibration without the trailer connected orotherwise attempts to initiate calibration outside of instructedoperation.

While embodiments may refer to measuring rotation of the wheel, it isnoted that the wheel is operatively connected to the axle. As such,reference to measuring rotation of a wheel includes measuring rotationof the axle and vice versa, unless context suggests otherwise orwarrants a particular distinction for a given example.

In an aspect, the processor 102 may utilize processing techniques, suchas artificial intelligence, statistical models, or other processesand/or algorithms. These high level-processing techniques can makesuggestions, provide feedback, or provide other aspects. In embodiments,master controls may utilize classifiers that map an attribute vector toa confidence that the attribute belongs to a class. For instance, mastercontrols may input attribute vector, x=(x1, x2, x3, x4, xn) mapped tof(x)=confidence(class). Such classification can employ a probabilisticand/or statistical based analysis (e.g., factoring into the analysissensed information and braking attributes) to infer suggestions and/ordesired actions. In various embodiments, processor 102 may utilize otherdirected and undirected model classification approaches include, e.g.,naïve Bayes, Bayesian networks, decision trees, neural networks, fuzzylogic models, and probabilistic classification models providingdifferent patterns of independence. Classification may also includestatistical regression that is utilized to develop models of priority.Further still, classification may also include data derived from anothersystem, such as automotive systems.

In accordance with various aspects, some embodiments may employclassifiers that are explicitly trained (e.g., via a generic trainingdata) as well as implicitly trained (e.g., via observing user behavior,user interaction with components, user preferences, historicalinformation, receiving extrinsic information). For example, supportvector machines may be configured via a learning or training phasewithin a classifier constructor and feature selection module. Thus, theclassifier(s) may be used to automatically learn and perform a number offunctions, including but not limited to determining, according tohistorical data, suggestions for gain and/or sensitivity settings. Thislearning may be on an individual basis, i.e., based solely on a singleuser, or may apply across a set of or the entirety of the user base.Information from the users may be aggregated and the classifier(s) maybe used to automatically learn and perform a number of functions basedon this aggregated information. The information may be dynamicallydistributed, such as through an automatic update, a notification, or anyother method or means, to the entire user base, a subset thereof or toan individual user. Examples of this may be found in U.S. patentapplication Ser. No. 15/261,312, which is hereby incorporated byreference.

It is further noted that the brake controller 102 may include manualoverrides that allow a user to manually set the gain, transfer curve orboost. Moreover, embodiments may determine one of the gain, transfercurve or boost and not the others. It is noted that brake controller 102may be configured to enable or disable automatically determining thegain, transfer curve or boost based on user preferences, based on athreshold speed or acceleration, or the like.

Turning now to FIG. 2 , there is an exemplary diagram of a brakecontroller system 200 for a towing vehicle 202 and a towed vehicle 204.A brake controller 210 may be mounted in the towing vehicle 202. Thebrake controller 210 may be operatively connected to brakes (not shown)of the towed vehicle 204. The brake controller 210 may operatively applythe brakes of the towed vehicle 204 according to a desired amount ofstopping force. The brake controller system 200 may comprise all or someaspects described with reference to the brake controller system 100 ofFIG. 1 .

The brake controller system 200 may include one or more speed sensors212 and 214. The speed sensors 212 or 214 may measure the speed of thetowing vehicle 202 or towed vehicle. As described above, examples mayrefer to “speed” as either the towing or towed vehicle speed. Moreover,examples may describe aspects or processes associated with speed sensor212 for brevity. Such processes may also be performed by speed sensor214 unless noted otherwise.

The speed sensor 212 may comprise an accelerometer, gyroscope, or otherelectronic device. The speed sensor 212 may be mounted on a wheel, axle,a lug nut, or other portion of the towing or towed vehicle. Forinstance, an accelerometer may be mounted on a tire stem, concentricwith a wheel, or the like. As the wheel rotates, the accelerometer maydetermine wheel speed. For instance, the accelerometer's first axis maybe used to sense the rotation of the wheel. The first axis is the axisthat is closest to being tangential to the circumference of the tire orperpendicular to it. Note that besides the rotation, the accelerometeris also affected by the deceleration of the vehicle. The accelerometeroutput changes in a sinusoidal fashion as the wheel rotates. Thus, therotation of the wheel angle as a function of time can be measured. Thisdθ/dT is measured as a function of the brake output (e.g., voltage,power, current, etc.) sent to or calculated for the trailer brakes andmay represent the braking intent. The lower the dθ/dT for a given brakevoltage, the lower the effective μ of the road surface. In some systems,the lower the effective μ and more effective the brakes may be or thelighter the trailer may be. In other systems, the brakes may be lesseffective or the lighter the trailer may be. Accordingly, the brakecontroller 210 may automatically select a gain value that is lower and aless aggressive transfer function, including lower boost level for thoseinstances where the brakes are more effective or the trailer may belighter. In instances where the brakes are less effective or the traileris heavier, the rake controller 210 may automatically select a gainvalue that is higher and a more aggressive transfer function. In otherembodiments when the dθ/dT is higher the higher the effective μ and thebrake controller 210 may select an operative gain, boost or transferfunction. For instance, the brake controller 210 will select a highervalue of gain and more aggressive transfer function, including higherboost level or may select lower values based on other operatingparameters.

It is noted that the speed may be communicated from the speed sensor 212to the brake controller 210, such as via a BLUETOOTH® module, or othercommunication protocol. In another aspect, the deceleration may becommunicated from the speed sensor 212 to the brake controller 210. Inat least one embodiment, the brake controller 210 may not include aninternal accelerometer and may rely on the speed sensor 212. In anotherexample, the brake controller 210 may utilize an internal accelerometerin conjunction with the speed sensor 212.

According to an embodiment, the brake controller 210 may store speed,acceleration, gain, transfer function, and boost settings in a memory.The brake controller 210 may use this historical data to determineupdated gain, transfer function, and boost settings. For instance, ifspeed falls below a threshold value for a given braking power, thewheels may be in a locked state. This may indicate that the currentvalue of braking power represents a gain value. Thus, during regularbraking events, ‘gain’ can be calculated and compared with old gainvalues. A lower gain compared with prior gain values can be utilized asa result of low μ road surface. However, in some embodiments the highergain values may be utilized as a as a result of low μ road surface andother operating parameters.

It is noted that the brake controller 210 may receive input from variousother sensors or data collection/communication devices, examples of suchare described in U.S. patent application Ser. No. 15/261,312, andvarious other sensors are described herein. In an example, sensors mayinclude an environmental sensor 220 that may measure wind speeds,directions, humidity, or the like. The environmental sensor 220 maycommunicate collected measurements to the brake controller 210 via acommunications protocol as described herein. In at least one embodiment,the brake controller 210 may receive such information from a networkconnected device (e.g., Internet connected device, cellular serviceconnected device, etc.), user input, or the like.

The fifth wheel hitch or gooseneck coupler and ball modules 222 maysense and collect various data parameters related to the function of afifth wheel hitch or gooseneck coupler and ball and/or the conditionsunder which such operates. As an example, the module 222 may performwarranty or diagnostic type data collection as it relates to cycles,load, trip data, vibration profile, misuses occurred such as loadingwith jaws closed or highball attachment, age, and additional sensorinformation. A fifth wheel hitch and gooseneck coupler and ball module222 may communicate data related to the function of a fifth wheel hitchor gooseneck coupler and ball and/or the conditions under which suchoperates. For instance, the module 222 may communicate data to identifygoose pop up, connection of jaws, and second lock latch status. Further,the modules 222 may communicate diagnostic status such as hitch pin,load, and disconnect status. Additional sensed parameters may includeusage, wear, safety chain engagement, if actuation is open or closed,proximity to cab/trailer and connection or disconnection.

It is noted that a pin box module (not shown) may sense and collectvarious data parameters related to the function of a pin box and/or theconditions under which such operates. By way of a non-limiting example,the pin box module may perform warranty or diagnostic type datacollection as it relates to load, cycles, auto inflate or deflateoccurrences, connection, disconnect, trip data, and vibration profile.The pin box module may communicate various data parameters related tothe function of a pin box and/or the conditions under which suchoperates. By way of a non-limiting example, the pin box module maycommunicate data to identify connection status, articulation proximity,and air ride. Further, the module 110F may communicate diagnostic statussuch as air bag failure, disconnection, load, high pin, and pressure.Additional sensed parameters may include, without limitation, autoinflate/deflate, load, tire pressure monitoring system (TPMS), andproximity. As noted herein, such sensed parameters may include other ordifferent parameters. Exemplary parameters are provided for purpose ofillustration.

A coupler module 224 may sense and collect various data parametersrelated to the function of a coupler and/or the conditions under whichsuch operates. By way of a non-limiting example, the module 224 mayperform warranty or diagnostic type data collection as it relates to acoupler safety pin, whether the coupler is connected or disconnected,load, usage, vibration profile, and misuse or wear. The coupler module224 may communicate various data parameters related to the function of acoupler and/or the conditions under which such operates. By way of anon-limiting example, the module 224 may communicate data to identifyconnection status or the status of a second lock or catch. Further, themodule 224 may communicate diagnostic status such as load, anddisconnect status. Additional sensed parameters may include usage, wear,proximity to cab/trailer, connection or disconnection, and safety pin.

A jack assembly module 230 may sense and collect various data parametersrelated to the function of a jack assembly and/or the conditions underwhich such operates. By way of a non-limiting example, the module 230may perform warranty or diagnostic type data collection as it relates toload, cycles, position of the jack (extended or retracted), travel,pivot, and lubrication. The jack assembly module 230 may communicatevarious data parameters related to the function of a jack assemblyand/or the conditions under which such operates. By way of anon-limiting example, the module 230 may communicate data to identifyposition, load, and effort. Further, the module 230 may communicatediagnostic status such as cycles. Additional sensed parameters mayinclude failure, wear/cycle, lubrication, electrical drive position orlevel, warnings for load or overload conditions, assist in hookup, andproximity related to jack stow or work positions.

A sway controller module 226 may sense and collect various dataparameters related to the function of a sway controller and/or theconditions under which such operates. By way of a non-limiting example,the module 226 may perform warranty or diagnostic type data collectionas it relates to road profile data, wheel speed, number of occurrence ofsway control, the magnitude of occurrence of sway control, trailerconditions, gain, load, pin weight, and number of times a warningmessage is provided to the user. The sway controller module 226 maycommunicate various data parameters related to the function of a swaycontroller and/or the conditions under which such operates. By way of anon-limiting example, the module 226 may communicate data to identifyoutputs. Further, the module 226 may communicate diagnostic status suchas if and/or when a sway event is in progress or has occurred.Additional sensed parameters may include when and/or if a warning/safetysway condition exists and wheel speeds at the time of the condition.

A weight distribution module 228 may sense and collect various dataparameters related to the function of a weight distribution assemblyand/or the conditions under which such operates. By way of anon-limiting example, the module 228 may perform warranty or diagnostictype data collection as it relates to cycles, load, usage, pads,profile, number of bar disconnects, clips, and trip data such as turns.The weight distribution module 228 may communicate various dataparameters related to the function of a weight distribution assemblyand/or the conditions under which such operates. By way of anon-limiting example, the module 228 may communicate data to identify aload, and a level. Further, the module 228 may communicate diagnosticstatus such as load, conditions, bar disconnect status, and friction padwear. Additional sensed parameters may include usage, wear, load athead/base, level, proximity, missing clips, and special relationship toother assemblies such as motorized systems including jack assemblies.

A windshield wiper module 232 may sense, communicate, and collectvarious data parameters related to the function of a windshield wiperand/or the conditions under which such operates. By way of anon-limiting example, the module 232 may sense when windshield wipersare operating. If the wipers are operating over a set length of time(e.g., 10 seconds), the brake controller 210 may identify thepossibility of wet weather.

It is noted that brake controller 210 may receive information from some,all or none of the described sensors or modules. Moreover, the brakecontroller 210 may communicate (wirelessly or via a wired connection)directly with the sensors or modules, and/or may communicate via acommunications bus or hub.

Moreover, the brake controller 210 may receive information from aninternet or network connected user equipment device, such as smartphone300 shown in FIG. 3 . The smartphone 300 may include GPS capability,access to communication networks, and the like. In an example, the brakecontroller 210 may communicate with the smartphone 300 via a wirelessconnection. The brake controller 210 may receive information from thesmartphone 300, such as weather forecasts, information about a currentload, information regarding adjustments to braking settings and variousother parameters. It is noted that the smartphone 300 may receive userinput and/or may automatically retrieve information. In another aspect,the brake controller 210 may transmit data to the smartphone 300, suchas historical and/or current information about the brake controllersystem 200.

FIG. 4 illustrates a network system architecture 400 that includes acommunication framework 406 for collecting, processing, andcommunicating data. The communication framework 406 allows data to besensed at a particular towing system of the towed and towing vehicles.An interface device 402 may be in communication with acomputer/processor 404 by way of the communication framework 406 such asthe internet, network, or cloud as is generally known in the art or asmay be developed in the future. The processor 404 and communicationframework 406 of the system architecture 400 may also include on on-lineweb server. The interface device 402 may be a computer, smartphone,tablet, brake controller, GPS device, laptop, or other device that isaccessible by the user to access a website application. The towingsystem device modules 410 may be in communication with thecomputer/processor 104 by way of the communication framework 406.

The computer/processor 404 of the network system 400 may include adatabase that is configured to receive the sensed data from at least onetowing system device module. Sensed data may be collected through thecommunication framework 406 and stored at the database maintained withinthe computer/processor 404. The collection of sensed data may then beprocessed to identify various data sets. The data sets may then becommunicated to the interface device 402. The network system 400 mayprocess information and provide instructions to perform actions. Assuch, the network system 400 may be an active system. It is noted thatembodiments may comprise a passive or diagnostic system. Moreover,embodiments may include different modes (e.g., active and passive) thatmay be selectively engaged.

The data obtained from the system may permit the manufacturer to be morein touch with the end user. It may allow the manufacturer to provideusers with recommendations as to the settings of the various towingaccessory devices or uses of the towing accessory devices. For instance,a network system 400 may receive input from one or more users or userdevices (e.g., smart phones communicatively coupled to a brakecontroller). The network system 400 may determine adjustments or bestfit settings for a given user based on driving habits, load, a user'stowed or towing vehicle, or the like. The best fit settings may becommunicated to the user via an interface, such as a screen of a smartphone or display of a brake control unit. In another aspect, the bestfit settings may be utilized to automatically adjust settings of a brakecontroller without requiring user action to approve the modifications orenter the adjustments. It is noted, however, that some embodiments mayallow a user to opt-in or opt-out of automatic updates. Moreover, a usermay be prompted to provide input to approve the automatic updates.

In view of the subject matter described herein, methods that may berelated to various embodiments may be better appreciated with referenceto the flowcharts of FIGS. 5-6 . While the methods are shown anddescribed as a series of blocks, it is noted that associated methods orprocesses are not limited by the order of the blocks unless contextsuggests otherwise or warrants a particular order. It is further notedthat some blocks and corresponding actions may occur in different ordersor concurrently with other blocks. Moreover, different blocks or actionsmay be utilized to implement the methods described hereinafter. Variousactions may be completed by one or more of users, mechanical machines,automated assembly machines (e.g., including one or more processors orcomputing devices), or the like.

FIG. 5 is a flow chart of an exemplary method 500 of automaticallydetermining a gain setting, boost setting, or transfer function for aboost as described herein. The method 500 may be utilized to calibratethe gain, boost, or transfer function upon a triggering event asdescribed herein. The method 500 may calibrate the settings based on acomparison of a braking event where a towed trailer is connected and isnot connected.

At 502, a brake controller (e.g., brake controller 102 via processor104) may initiate a calibration process. The calibration may beinitiated by a button press or another triggering event. In an aspect,the vehicle is not connected to a trailer at reference 502. Moreover,the vehicle is driven to a desired speed. It is noted that the brakecontroller may notify the user when the speed is reached.

At 504, the brake controller may measure braking intent anddeceleration, and calculate an ‘x’ value based on the braking intent anddeceleration. For instance, the user may press the brake peddle of thetowing vehicle and intent may be measured via a sensor coupled to thebrake peddle. The brake controller may utilize an accelerometer tomeasure deceleration. The brake controller may store the ‘x’ value in amemory as described herein.

At 506, the trailer may be attached to the towing vehicle and thevehicle may be brought to the desired speed (e.g., it is noted that themethod may allow or account for some variance or margin of error). It isnoted that this may completed by an end user or an installer.

At 508, the brake controller may measure braking intent anddeceleration, and calculate a ‘y’ value based on the braking intent anddeceleration. Similar to reference number 504, the intent anddeceleration may be measured when the user applies the brakes.

At 510, the brake controller may determine (e.g., calculate) at leastone of a gain setting, boost setting or transfer function. It is notedthat the brake controller may determine the gain setting and then maycalculate the boost as a function of the determine gain as well as thetransfer function. Moreover, the brake controller may determine thesettings based on comparison of the ‘x’ value and the ‘y’ value.

Turning now to FIG. 6 , there is a method 600 that may automaticallydetermine at least one of a gain setting, boost setting or transferfunction based on detecting trailer wheel lock-up from input of a speedsensor, which may comprise an accelerometer mounted on a wheel, axle, alug nut, or other portion of the towing or towed vehicle.

At 602, a brake controller (e.g., brake controller 102) may monitor fora triggering event as described herein. For instance, the brakecontroller may monitor for occurrence of one or more operatingconditions, such as the trailer operatively connected to the brakecontroller and towing vehicle, the vehicle traveling at a speed or rangeof speeds, weather condition, button press, or the like. It is furthernoted that the triggering event may include determining whether or not abrake peddle has been depressed by a user as described herein.

At 604, the brake controller may initiate a calibration process inresponse to detection of the triggering event.

At 606, the brake controller may ramp a brake output. Ramping of thebrake output may include increasing a voltage, amplitude, duty-cycle, orthe like of output from the brake controller to the towing vehiclebrakes. The ramping may include increasing the brake output in discretesteps at given time intervals.

At 608, the brake controller may monitor for wheel lock-up. For example,the brake controller may operatively communicate with a speed sensorthrough a wireless connection, such as BLUETOOTH, or the like. The speedsensor may output measurements of wheel rotation. If the output of thespeed sensor does not indicate wheel lock-up (e.g., the output is notzero or generally zero), then the method may continue to ramp at 606. Ifthe output of the speed sensor indicates that the wheels have locked,then the method may proceed to reference number 610.

At 610, the brake controller may detect the wheel lock-up and end theramping of the output to the trailer brakes as described herein.

At 612, the brake controller may decrease the gain until the wheels areno longer locked. The brake controller then sets the gain valueassociated with the wheels becoming unlocked as the gain value for thebrake controller. It is noted that the brake controller may determine aboost setting or a transfer function as a function of the gain value. Insome embodiments, the brake controller may determine the boost settingor the transfer function as a function of the gain setting and operatingparameters, such as whether conditions, road inclination, trailer load,or the like as described herein.

As used herein, the terms “component,” “module,” “system,” “interface,”“platform,” “service,” “framework,” “connector,” “controller,” or thelike are generally intended to refer to a computer-related entity. Suchterms may refer to at least one of hardware, software, or software inexecution. For example, a component may include a computer-processrunning on a processor, a processor, a device, a process, a computerthread, or the like. In another aspect, such terms may include both anapplication running on a processor and a processor. Moreover, such termsmay be localized to one computer and/or may be distributed acrossmultiple computers.

While methods may be shown and described as a series of blocks, it isnoted that associated methods or processes are not limited by the orderof the blocks. It is further noted that some blocks and correspondingactions may occur in different orders or concurrently with other blocks.Moreover, different blocks or actions may be utilized to implement themethods described hereinafter. Various actions may be completed by oneor more users, mechanical machines, automated assembly machines (e.g.,including one or more processors or computing devices), or the like.

What is claimed is:
 1. A system comprising: a sensor configured to determine a parameter associated with a condition under which a towing system is operating; and a brake controller comprising processor, the processor in operative communication with the sensor and configured to receive data from the sensor; wherein the processor initiates a calibration process to determine at least one of the gain level or the boost level based on an occurrence of a triggering event; and wherein the processor determines the at least one of a gain level and a boost level based on the data received from the at least one sensor.
 2. The system of claim 1, wherein the processor operatively overrides the determined gain level or boost level in response to receiving a user request to override the determined gain level or boost level.
 3. The system of claim 2, wherein the sensor is an environmental sensor.
 4. The system of claim 3, wherein the environmental sensor comprises a windshield wiper sensor.
 5. The system of claim 4, wherein the windshield wiper sensor sending data to the processor that wipers of a vehicle are on for a predetermined amount of time causes the processor to adjust at least one of the gain level and the boost level.
 6. The system of claim 1, wherein the sensor is operatively disposed proximal to at least one of an axel or a wheel of a vehicle or a trailer and operatively measures a change in the vehicle speed or the trailer speed.
 7. The system of claim 1, wherein the sensor comprises a speed sensor.
 8. The system of claim 7, wherein the speed sensor is an accelerometer.
 9. The system of claim 7, wherein the speed sensor is operatively coupled to a lug nut of the vehicle or the trailer.
 10. The system of claim 1, wherein the sensor is positioned on a wheel or axle of a trailer and the sensor is configured to determine whether the wheel of the trailer is locked.
 11. The system of claim 1, wherein the processor determines the at least one of a gain level and a boost level based on an effective μ of a road surface over which a trailer is moving.
 12. The system of claim 11, wherein the sensor comprises an accelerometer.
 13. A system comprising: a network connected user equipment device; and a brake controller comprising a processor, the processor in operative communication with and configured to receive data from the network connected user equipment device, wherein the processor initiates a calibration process to determine at least one of the gain level or the boost level based on an occurrence of a triggering event.
 14. The system of claim 13, wherein the processor determines the at least one of a gain level or a boost level based on the data received from the network connected user equipment device.
 15. The system of claim 14, wherein the processor operatively overrides the determined gain level or boost level in response to receiving a user request to override the determined gain level or boost level
 16. The system of claim 13, wherein the sensor comprises an accelerometer.
 17. The system of claim 16, wherein the processor determines the at least one of a gain level and a boost level based on an effective μ of a road surface over which a trailer is moving.
 18. The system of claim 13 further comprising a sensor operatively determining a parameter associated with at least one of an environmental condition and condition under which a towing system is operating.
 19. The system of claim 13 further comprising a sensor operatively determining a parameter associated with a braking event.
 20. The system of claim 19, wherein the at least one sensor is operatively disposed proximal to at least one of an axel or a wheel of a vehicle or a trailer and operatively measures a change in the vehicle speed or the trailer speed 